Device for facilitating movement of steering wheels



J. L. BARR Jan. 10, 193% DEVICE FOR FACILITATING MOVEMENT OF STEERING WHEELS Original Filed May 29, 193 3 5 Sheets-Sheet 1 J. BARR 2,143,184

DEVICE FOR FACILITATING MOVEMENT OF STEERING WHEELS Jan. 10, 1939.

Original Filed May 29, 5 Sheets-Sheet 2 mum Mh m w on v u J. L. BARR Jan. 10, 1939.

DEVICE FOR FACILITATING MOVEMENT OF STEERING WHEELS Original Filed May 29,- 1954 5 Sheets-Sheet 5 zlwuc ntob Jahw Y L. Bare/a;

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5 She ets-'-Sheet 4 gwucm arzwwgv J. L. BARR Original Filed May 29, 1954 DEVICE FOR FACILITATING MOVEMENT OF STEERING WHEELS Jan. 10, 1939.

JOHN L (Fa/are W FM Jan. 10, 1939; J. 1.. BARR 2,143,184

DEVICE FOR FACILITATING MOVEMENT OF STEERING WHEELS Original Filed May 29, 1954 5 SheetsShee t 5 Patented Jan. 10, 1939 UNITED STATES PATENT OFFICE.

John L. Barr, Chevy Chase, Md.

Application May 29, 1934, Serial No. 728,187

Renewed April 21, 1337 Claims. (011280450) My invention relates to means for relieving the weight on at least one of the steering wheels'of avehicle so that the steering wheels may be more easily turned.

This applicaftion comprises means for lifting a portion of the vehicle by reason of power applied which is extraneous of the movement of the vehicle. In other forms of device which I have invented, there has'been a compression element upon which the vehicle has moved either by forward or'backward movement of the vehicle. The present invention, however, contemplates the use either of manual power or mechanical power of some sorton the vehicle for accomplishing the lifting effect.

An important feature of my invention is the caster type of foot on the compressionelem'ent which permits the necessary motion of the device when the wheels are in cramped position. While this device may be located in thecenter of the car, it is contemplated that the device will be placed nearer one of the steering Wheels than the other, preferably theleft front WheeL'and will relieve the Weight on that steering wheel. While the device is in operative position, the car willbe driven'back and forth in the parking or turning operations, the caster wheel relieving the weight on one of the steering wheels and making it more easy to turn them.

It is an object of this invention to have alift device which will be in placethroughoiit the turning operations and will permit the car to be driven back andforth without necessitating that the car be balanced on the device.

Another object of the invention is to make the operation of a steering assisting device more positive and lesssubject to the skill of the operator.

A still further object of theinvention is to pro ,vide a strong sturdy construction which is easy torepair and replace, and which can be readily and cheaply manufactured, and yet possesses qualities that makeit strong and durable, and positivein operation.

Withthese and other objects in view, which maybe incident to my improvements, the inventionconsists in the parts and combinations to be hereinafter set forth and claimed, with the understanding that the several necessary elements ,comprising my invention may be varied in construction, proportions and arrangement, without departing from the spirit and scope of the appended claims.

In order to make my invention more clearly .understood, I have shown in the accompany drawings means for carrying the same into practical Figure 1;

effect without limiting the improvements in their useful applications to the particular constructions, which, for the purpose of explanation, have been made the subject of illustration.

In the drawings:

Figure l is a top plan view of my device applied to the chassis of an automobile, the position of the engine being indicated in dotted'lines;

Figure 2 is afront elevation of my device as applied to the steering wheels of a car;

Figure 3 is a view taken along the line 3-3 of Figure 4 is a detail side elevation of my device in the inoperative position; Figure 5 is a detail side elevation of my device in the operative position, the movement of the partsjbeing indicated in dotted lines;

Figure 6 is a view along the line 6-5 of Figure 5; e

Figure 7 is a side elevation of a modification of my device employing motivepower for opera- ,tion derived from the intake manifold of the car;

' Figure 8 is aview taken along the line 8-8 of Figure '7;

Figure 9 is a detail view partly in cross section of the latch andvalve control mechanism for the formpf invention shown in Figure '7;

of, Figure 13, looking in the direction of the arrows;

, Figure 15 is a View taken along the line l5--|5 of Figure 14, looking in the direction of the arrows;

Figure 16 is a front elevation of another form of my device in which fluid is used to expand the length of the compression element;

Figure 17 is a side elevation of the form of device shown in Figurelfi;

Figure 18 is a View takenalong the line |8--l8 of Figure 16, looking in the direction of the ar- I'OWS Figure19 is a vieW-taken alongthe line l9l9 of Figure 18, looking in the direction of thearrows;

Figure 20 is a view taken along the line 2ll25 of Figure 16, looking in the direction of the arrows.

Referring to the drawings, I have shown an automobile having front steering wheels I and a front axle 2. The frame of the car I have indicated by the numeral 3 and the framework of the car is suspended by the usual spring construction 4 on the front axle 2. The usual steering mechanism is shown. The tie-rod I have indicated by the numeral 5. Attached to the side frame of the car 3, by bolts or rivets 6, is a lever support member l provided with notches 8.

On the lever support member I, at 9, is pivoted a lever it] provided with a handle H. The lever ID has a release grip [2 which is pivoted at IS on the lever. On the release grip at [4 is attached an operating rod I5 of the usual construction which is adapted to slide in a sleeve l5 and to engage at its lower end notches 8 in the support member 7. This construction is the usual type and I do not consider it patentable except in combination with the other features of my invention to be described. The lever i5 is provided with an arm I! and another arm l8. The arm H is provided with a pivot l9 and the arm l8 with a pivot 2 l. The pivot I9 is adapted to slide in a lost motion linkage 22 provided at the end of the operating rod 23. The pivot 2| slides in a lost motion linkage 24 provided at the end of an operating rod 25.

A compression element for elevating a portion of the vehicle comprises an operating rod 23 which forms a lever. It is extended to the point 26 and branches at that point, having an arm Ti and another arm 28, all of which may be integrally formed in the member 23. These are bent downwardly at the points 29, and bent again at the points 31, and are continued forward and pivoted at the points 32 below the front axle 2. The front axle 2 is provided with a support member 33 which carries a pivot member 34 which passes through the lever 23 at the points 32.

The operating rod 25 is pivoted at 35 to an arm 35 of a bell crank lever which is pivoted at 31 on a pivot which passes through both bifurcations .21 and 28 of the lever 23. The bell crank lever has another arm 38 which may be bifurcated and is provided with a stop member 39 at its end. Pivoted at M between the bifurcations of the arm 38 of the bell crank lever is a link 42. The lower end of the link 42 is pivoted at 43 to a leg 44 which is of sturdy construction and may be provided with a strengthening web 45. The leg 44 is pivoted at 46 between the bifurcated members 21 and 28 of the lever 23. On the bottom of the leg 44 I have provided a caster construction 41 which is pivoted on a revoluble thrust bearing 48 which carries the usual caster type foot, which may preferably carry a pneumatic tire.

The detail of this caster mechanism is shown particularly in Figure 6. The bifurcated members 2! and 28 are shown as braced by bracing members 49 which are suitably attached to the members 2'? and 28. The leg 44 is shown provided with a pivot bar 5! which may be integrally formed with the leg 44 and with the strengthening web 45. The pivot member is pivoted, as before stated, at 46 in the bifurcated members 2! and 28. The pivot member 5| has reduced portions 52 which pass through apertures in the members 27 and 28. The pivot member 5| is held in position by nuts 53 which may be of the lock nut type.

The leg 44 is provided with a central aperture 54 in which is rotatably mounted a shaft 55 pro-* vided with an annular groove 55 in its upper end into which is adapted to extend a bolt 51 which passes through the leg 44 and prevents the shaft 55 from falling out of the aperture 54 when the device is raised from the ground. The leg 44 is provided with an extended base 58 having a downturned annular flange 59.

An annular ball race 61 fits within the flange 55. In the ball race 6i are adapted to travel antifriction balls 62. A lower ball race 53 fits within a cup-like depression 64 formed in the upper part of a caster casting 65 which may be integrally formed with a shaft 55. The caster casting 65 is bifurcated, as indicated at 56, and is provided with apertures at El. Through the apertures 67 pass a shaft 68 upon which is journalled a caster wheel 69. The shaft 68 is provided with a head H and is held in place at the other side of the assembly by means of a washer l2 and a lock nut 13.

The construction just described is a very strong and strain resisting construction, yet the caster arrangement permits the caster wheel to readily take a position such as to align itself with the forces acting upon it when the vehicle is moved with the caster wheel down in contact with the roadway. The principal difficulty in steering wheels lies in the fact that the wheels of vehicles are normally slanted towards each other at the bottom and there is a binding effect when they are attempted to be moved while the vehicle is not traveling either forward or backward. This type of construction is usual in automobiles and is useful since it tends to bring the wheels steady when the vehicle is moving in a straight-line travel. However, when sharp turns must be made when the vehicle is not moving, such as occur in parking and unparking cars in crowded spaces, great difficulty is encountered in turning the steering wheel.

The caster construction, which will relieve the weight at least in part on at least one of the steering Wheels, will readily permit the steering wheels to be turned without the binding effeet and without the great exertion which is now necessary in turning the steering wheels during parking operations. A tension spring 14 is attached at the pivot 35 and attached at the point 15 on the bifurcation 2i of the lever 23. This spring is of sufficient strength to bring the compression element into the uncollapsed condition, as shown in Figure 5, upon release of the control lever ill.

The operation of this device will now be readily apparent. The hand lever ii] is released from the position it occupies in Figure 4, and the spring 14 contracts, pulling on the arm 36 of the bell crank lever and moving the arm 38 of that lever into the position shown in Figure 5. This brings the compression element into the uncollapsed condition, i. e., one in which the leg 44 projects substantially vertically downwardly approximately in line with the downwardly projecting portions of the bifurcated arms 2'! and 28. The position of the leg 44 is indicated in solid lines in Figure 5. The hand lever ill then occupies the position shown in solid lines in Figure 5. It is then moved backward under the power of the operator in the position shown in dotted lines in Figure 5 and the parts of the mechanism then assume the position shown in dotted lines in that figure.

The following occurs: The lever 23 is moved downwardly into the dotted line position which iii) moves the leg 44 forward, as shown in dotted lines, and raises that side of the chassis so that the Weight is largely relieved on the wheel I, as indicated in dotted lines, the wheel I barely touching the roadway. The lost motion linkages permit of this operation without disturbing the uncollapsed condition of the compression element. By manipulation of the hand lever I8, the parts can be brought back into the position shown in Figure 4.

In the form of invention shown in Figures 8 to 11 inclusive, 1 have shown attached by suitable bolts 8i or some other suitable fastening means, to the frame 3 of the car, a cylinder 82. Within the cylinder, with a fluid tight fit,.is a piston 83 which is mounted on the end of a piston rod 84 which slides through a suitable packing gland 85 in the cylinder 82.

The cylinder is provided with ports 88 and 81 which .cornmunicatewith pipes 88 and 89, respectively. The pipes 88 and 88 are attached, by suitable connections 8I and 82, respectively, to a valve construction 98. The valve construction 93 is provided with ports 84 and 95,and has a cylindrical central aperture 98 in which are adapted to slide two piston members 81. The valve is also provided with ports 88 and a port 98. The port 89 is attached through a suitable fitting IIlI to a pipe I82. The pipe I82 is attached through a fitting I88 to the intake manifold I84 of the carburetor of a gasoline engine.

The piston leg members 91 are mounted on a control rod I85 which passes through a cylinder head I88 which is screw-threaded to the valve 93. Between the cylinder head I06 and a holding cap ifll', which is screw-threaded to the cylinder head on a projection thereof, is a member indicated at I88. This may be some part of the automobile, for instance the dashboard of the car, and the construction permits of ready mounting of this control member on the dash.

The control rod 35 is provided with a handle 589. The other end of the control rod is adapted to slide in an aperture II I provided in a cylinder head M2 which is screw-threaded at M3 to the valve body 83. Thecontrol rod I85 has a groove H4 which lies opposite an aperture II5 provided in the cylinder head member II2. Adjacent the aperture M8 the cylinder head member II2 is provided with a projection H8 which has an aperture II'l therein in which is housed a-spring H8. The spring H8 presses upwardly a ball II8 which, in the position shown in Figure 9, lies within the groove N4 of the control rod I85. This ball and spring construction is adapted to hold the control rod E85 normally in the position shown'in Figure 9, at which time both the port 94, which communicates with pipe 88, and the port .85, which communicates with pipe 88, are closed.

With the parts in the position shown in Figure 9, there is a suction in the pipe I82 which communicates with the intake manifold of the engine. Howevenbecause the piston head members 8i cover the ports 84 and 88, no suction is produced. in the pipes 88 or 88. If the operator pushes on the handle I89 and moves the piston members 81 to the right, the port 94 will be cracked and suction will be produced in pipe 88 Y which will suck the piston 83 to the left with the parts in the position shown in Figure '7. A contrary movement of the handle I09 will reverse the operation of the valve construction and a ,isuction'will be produced in pipe 89 which will tend to move the pistonhead 83 into the position shown in dotted lines in Figure '7.

It will be noted that in their movement of the piston members 91 communication is established between one of the members 88' and the port which is not in communication with the suction through line I82. This permits atmospheric air to enter the cylinder 82 on the side of the piston 83 which is not subjected to the vacuum, thus permitting the piston 88-to move freely under the influence of the vacuum.

This statement just made is, of course, not scientifically accurate since it is the air pressure that moves the piston 83 and the lack of the'balancing pressure on the suction side which causes the piston to move under the atmospheric pressure. It is thought, however, that the operation of the piston 83 in the cylinder ,82 under the control of the valve mechanism just described will be readily understood.

There isa "latch release mechanism fastened to the end of the operating rod I05 which comprises a Bowden wire I28 which is fastened to the endof the operating rod I85. A Bowden wire casing I2I is fastenedin the piston head extension H2. The Bowden wire casing is fastened through a bracket I28 to .the flange of the frame 3. The other end of the Bowden wire carries a lost motion linkage I23 in which is adapted to slide a pin I24 that is attached to an upright I25. The upright I25 is carried by a latch member I28 having a sloping face I21. The latch member I26 ismounte ed in a casing I28. The latch carries a rod I29 which passes through an aperture in the head I3I of the casing I28. There is a' nut I32 mounted on the end of the rod I29 which limits the downward movement of the latch I28. A spring I33 is coiled around the rod I29 and holds the latch I28 spring pressed in the downward position, as indicated in Figure 9.

By pulling the handle I89 outwardly from the dash, the latch I28 can be pulled by means of the Bowden wire I28 into the up position to release the mechanism for lifting .the weight on the steering wheels. It is to be noted that when the handle I09 is pulled outwardly, suction pipe I82 is placed in communication with suction pipe 89, which causes suction on the piston-83 so that piston 83 will be moved into the position shown in Figure 7. This is the position in which the upon movement of the valve to bring the device into operation, the latch I26 is raised in the up position, releasing the ports for their operation, as will later be described.

lifting device is in full operation. In otherwords,

On the end of the piston rod 84 is pivoted a roller I35 which is mounted between bifurcated arms I38 attached to the end of the piston rod 84. The roller I35 is adapted to travel on a level base member I3'I which is adapted to take thrust forces. This member I31 may be attachedby bolts I38 to the under side of the upper flange on the frame 3 of the car. Pivoted on the-axle I39 of the roller I35 is a link member I4I which is pivoted at I42 to an arm I43 of the bell crank lever which has another arm I44. The bell crank lever is pivoted on a shaft I45 which is mounted on a support base I46.

The support base I46 is bolted, by means of bolts I41, to the upper side of the lower flange of the frame 3. An upright stop member I48 is formed on the base I46 to prevent movement of the arm I43 of the bell crank lever beyond the position shown in Figure 7m The arm I44 of the bell crank leveris provided with a stud I48 that ,7,5

fits within the lost motion linkage I22 of the lever 23. The lever 23 in this construction is formed somewhat differently from that previously described in that there is a gradual bend at II instead of the sharp bend 29 in the form shown for instance in Figure 3. The front end I52 of the lever is pivoted to a pivot I53 mounted in a base I54, which is supported on the front axle 2 by U-bolts I55. The lever 23 has bifurcated arms and bracing construction (not shown) similar to that illustrated in Figures 1, 2, 3 and 6. The bifurcated arms I have indicated at I56 in Figure 11.

There is pivoted on the pivot bolt I51 passing through the bifurcated arms I56 of the lever 23 a construction similar to the construction shown at 38 in Figure 3 which has the stop 39, the leg 42, the pivot 4| and the pivot 43, which is pivoted on the leg member 44.

Integrally formed with the bifurcated legs is an extension I58 and a spring support I59. Attached to the spring support I59 is a spring I6I which is attached to a spring support IE2 attached to one of the bifurcated members I56 of the lever 23.

Pivoted on the extension I58 at I63 is a link member I64 having a lost motion slot I65. The lost motion slot passes over a stud I65 which is mounted on a base I81 attached by rivets or other suitable fastening members I98 to the frame 3 of the car. In operation the device is shown in Figure 7 in the inoperative position exerting a lifting force on one of the frame members 3 of the chassis. In this position of the parts the arm I44 of the bell crank lever is in the down position,

The piston head 83 is to the right with the parts shown in the position indicated in Figure '7. The lock stud I69 formed at the end of the arm I44 of the bell crank lever is not in engagement with the latch member I21, but has been released, and the forward motion, i. e., to the right in Figure '7 of the piston rod 84 has moved the bell crank lever to exert a downward movement on the end of the lever 23 through the connection of the stud I44 with the lost motion linkage 22 of the lever 23. This will relieve the weight on the steering wheel on that side of the vehicle where the device is located. The leg has been moved into the uncollapsed position, as indicated in Figure '7, through the contraction of the spring IBI.

When the piston 83 is moved to the left, with the parts in the position shown in Figure 7, the extension I61 will be locked over the latch memoer I25, as plainly shown in Figure 9, which will hold the lever 23 in the up position. While it has been moved into the up position, as indicated in Figure 10, in this position the whole mechanism is latched in place, as indicated in Figure 9, and is ready to be unlatched and moved into the operative position by movement of the handle I09 on the valve mechanism 93. The operation of the valve and latch has been previously described.

In Figures 12 to 15, inclusive, I have shown another form of device in which the collapsible compression element is quite similar in structure tothat shown in the form illustrated in Figure 7. The lever 23 is somewhat shorter than the lever 23 in the form shown in Figure 7. The link I64 has its lost motion slot I65 fitting over the stud I1I which is pivoted between support arms I12 that are fixed to a cylinder I13.

The cylinder I13 has a piston head I14, with the usual packing construction to make it airtight, which is adapted to slide within the interior of the cylinder I13 and to drive a piston rod I15 which carries a force transmitting member I16 which is bifurcated into two arms I11 that fit over the lost motion linkage 22 of the lever 23. A stud I18 passes through both of the bifurcated arms I11. The stud III) is provided with an anti-friction bushing I19 which bears against the interior surfaces of the lost motion linkage slot 22. Power transmitted through the piston head I14 to the piston rod I15 is adapted to move the lever 23 to effect the upward or downward movement of the lever 23 to bring the legs 44 into the collapsed or uncollapsed condition and to relieve the weight on the steering wheel on the side of the car on which the mechanism. is located. The operation of the lever and the collapsing and uncollapsing of the leg 44 has previously been described.

This form of invention is adapted to operate by oil pressure which causes the movement of the piston head I14. There is provided on the frame 3 of the car a hand lever I8I which is pivoted at I82 on a support member I83 that is bolted or riveted, as indicated at I84, to the upper flange of the frame 3 of the car. At the lower end of the lever I8I is a pivot I85 to which is attached a link I89. The link I90 is attached at I81 to a pump rod I88. The pump rod I89 passes through a packing gland I89 formed in a small cylinder I9I located at the bottom of the oil reservoir I92.

The oil reservoir I92 may be bolted, as indicated at I93, to a cover plate I94 which is bolted, as indicated at I95, to the top of the cylinder I13. In this cover plate is located a knurled and screwthreaded filling tap I96. The construction is such that the filling tap I96 does not make an airtight cover for the top of the reservoir I92. One of the walls of the reservoir I92 is thickened, as indicated at I91, and is provided with a port I98 and another port I99. In an enlarged opening 29I in the thickened portion I91 of the wall is housed a ball 292 which acts as a valve and is held in spring pressed relation by means of a spring 203 in its down position. A cover 204 is provided at the top of the opening 20I and is adapted to be screw-threaded in this opening. The spring 293 bears at its upper end against the bottom of the plug 204, and against the top of the ball 202.

The port I99 opens at its bottom into a space 205 provided at the other end of the cylindrical construction I9I. Leading outwardly from this cylinder construction I9I is a port 206 which leads into an opening 201 in a valve construction 208, which is provided with a port 209. Against the bottom of the valve and closing the port 209 normally is a ball 21 I which is held in position by means of a spring 2I2.

The piston rod I88 carries a piston head 2I3 which acts as a pump head for exerting pressure on oil in the system, as will be later described. There is provided a cylindrical housing 2 I4 inside the reservoir I92 which has a central aperture 2I5 in which is adapted to reciprocate a rod 2| 6 that carries a cylindrical upper port control 2H and a cylindrical lower port control 2 I8. The rod 2I5 extends downwardly and passes through a lower cylinder head 2I9. A port 22I is provided at one end of the cylindrical opening 2I5, and a port 222 at the upper end of the opening. There are also provided slanted ports 223 and 224 which pass through the wall of the cylinder and permit ingress and egress of oil to either side of the piston head I 14. The piston rod I 15 is provided with theusuaiapacking gland construction, indicated generallybythe numeral 225.

The rodi 2l6 has its upper portion of reduced diameter, as indicated at 225, and passes through an aperture provided in the upstanding extension 221 providedin the member I94. This portion 2250f the rod 2I6 is attached to a Bowden wire 228provided with a casing 229. The Bowden wire is operated by means of a push-pull-rod 23! mounted on the dash and provided with a handle 232. There is a housing 234 provided at the bottom of the cylinder head 2I9 which has an aperture 235 in which is adapted to slide a cam memher 236. The cam member 236 passes through an aperture 23! provided in a latch member 238.

\ The latchmember 238 is provided with a guide extension 239 which passes through an aperture in an extension of the housing 234. A coil spring 24l surrounds the extension 239 and urgesthe latch member towards the right with the parts shown in the position indicated in Figure 14. The latch member is adapted to engage with an extension 242 provided on the member I16 in its extended position. With the parts shown as indicated in Figure 14, the latch 238 is in the withdrawn position, permitting the operation of the pistonI'M downwardly to effect the lifting of the part of thecar on which the device is located.

The pump handle IBI can be operated to cause the piston 2I3 'to reciprocate in the cylindrical opening I SI. Whenthe piston 2I3 moves to the left with the parts in the position shown in Figure 14, oil is sucked out of the reservoir I92 and into the cylindrical opening I9I through the port 299, lifting theball 2 against the pressure of the spring M2. The oil passes then through the port 296 and into the cylindrical opening NH. The piston hea'd 2I3 may'now be moved to the right with the parts in the position shown in Figure 14, which forces the oil through the duct I99, the ball 2H preventing passage of the oil backward in the direction from which it came. The pressure of the oil in duct or port I99 raises the ball 232 against the pressure of the spring above it and causes the oil to pass through the port I99 into the cylindrical opening 2I5 and thence through port 223 to the space above the piston I14 in the cylinder I13. This forces-downward the piston rod I15 and hence the lever 23, with the consequentuncollapsing of the leg 44 and the raising of that portion ofthe vehicle upon which thedevice is located.

Let us assume that the piston head is moved into the down position, the oil on the lower side of the piston head I14 has been ejected through port 224 and through port 22l back into the reservoir I92.

Let us assume that we wish to bring the compression element into the collapsed condition. This is.accomplished by. raising the lever 23 back into the position indicated in Figure 14; and further, let us assume that we wish to lock the compression element into its upper collapsed condition, In this case, the handle 232 is pushed inwardly. towards the dash, which moves downwardly rod 2I6, causing cylindrical member 2!!! to cover port 22I while leaving open port 224. Ports 223 and 222 are opened by movement of the cylinder member 2. The oil under pressure in cylindrical member 2I5 then forces another port 224' into the confined space below the piston head I14 and raises the piston. The oil above the piston head passes through port 223 and through port 222 back into the oil reservoir I92.

The cam 236 will be in the down position, which will permit the spring 24I to push forward the latch 238 so that it will engage the under side of the extension 242 in the member I15 and hold the compression element in its upper collapsed condilift start, in which case more power but less rapidity'of movement is achieved through mechanism about to be described.

Mounted on the frame 3 of the car is a pump casing 303, which is suitably attached by bolts 3M, or otherwise, to the framework 3. On the pump casing 399 is an upstanding support member 382 which supports a pivot 333 to which is pivoted a link 394 which is pivoted at its other end, as indicated at 395, to a hand lever 395. The hand lever 396 is provided with a bifurcated end Sill to which is pivoted at 393 a piston rod 309. The piston rod passes through a conventional packing gland 3H! in a cylinder head 3II which is suitably secured in a cylinder 3I2. The piston rod 389 carries a piston 3I3 which makes a fluid tight fit with the interior of the cylinder 3I2.

The cylinder 3I2 is open at one end and the piston rod 399 has an enlarged portion 3 I4 which passes through a packing gland 315 into a cylinder 3H6, approximately the same diameter as the enlarged portion 3| 4 of the piston rod. The lower side of the cylinder 3I2 has a port 3H and a ball valve 3I8 which is spring pressed in the up position by means of the spring 2H9 which is held in place by a knurled screw-tap 32I which closes an aperture 322 formed in an extension 323 of the lower wall of the cylinder 3I2. In this lower wall of the cylinder M2 is a port 323 which communicates with an aperture 325 in which is located a valve operating rod 326.

The valve operating rod 328 has a conical valve head 321 which is adapted to seat in a valve seat 328. The lower end of the rod 329 slides in an aperture 329 formed in a knurled screwtap 32! which is secured within the extension 332 of the lower cylinder wall.

Adapted to bear against the top of the rod 329 is an operating ar1n333 which is pivoted at 334 'againstthe inner side wall of the casing 399. The casing 399 is provided with a cover 335 held in place by suitable bolts 336, Passing through the casing is a valve operating rod 331 provided with an enlarged head 338. The valve operating rod 33'! passes through the cover 335 and touches the operating arm 333.

Communicating with the cylindrical aperture 3I5 is a duct 339 which opens at its lower end into an enlarged chamber 34L A ball 342 is adapted to bear against a conical seat formed in the enlarged chamber 34 I. The ball 342 is held in the up position by a spring 343 which is supported at its bottom by a knurled screw-threaded tap 344 that fits in an extension 345 formed at the bottom of the casing 399. From the duct 339 is a member 346 which leads to an enlarged chamber 34'! in which is a spring 348 that bears against a ball 349 which seats in a conical seat formed in a knurled screw-threaded tap 35I which is screwed into an extension 352 of a support 353 of which the cylinder 3l6 is a part. There is a (iii knurled screw-threaded tap 354 located in the top plate 335 of the casing 300, and the casing 306 and the top plate 335 form a reservoir for oil, a space, as indicated by the numeral 355, being filled with oil. The reservoir does not have to be airtight.

In order to move the valve operating rod I have shown a bell crank lever which has one arm bearing against the enlarged head 338, the bell crank lever I have indicated by the numeral 356. It is pivoted at 351 on the front floor board of the car, and is provided with a foot engaging member 358 which will permit the bell crank lever to be pushed forward by the foot to push downwardly on the valve operating rod 331 in order to release the conical valve member 321 from its seat, thus permitting passage of oil from the aperture 325 into the reservoir 355.

The aperture 325 communicates with a duct 360 which communicates with an aperture 36l that communicates with a duct 339 and with a duct 362 to which is fitted, as indicated at 363, a pipe 364 which communicates with the lift device for the car.

The purpose of the construction above described is to permit a considerable quantity of fluid, such as oil, to be ejected through the pipe 364 in the first part of the movement of the lift device,-in other words, until it becomes neces sary to apply considerable power to actually effect the lift where the device is in contact with the ground.

There is provided a valve mechanism at 365 which communicates with the interior of the cylinder 312 and with the reservoir 355. This com prises an extension 366 formed on the cylinder wall, and communicating with the cylinder through a duct 361. In the extension 366 is an enlarged aperture 366 in which there is a spring 369 which presses a ball 310 against a conical seat provided in a knurled screw-threaded tap 31! which has a port 312 permitting flow of oil from the reservoir 355 through the port 312 and past the ball 310 into the port 361 and into the interior M of the cylinder 312.

Let us assume that the handle 306 is reciprocated to the right in Fig. 17. This will reciprocate the piston head 313 to the left, viewing the parts from the position from which Fig. 18 was taken. In the position of the parts shown in Figure 18, movement of the piston head from the left to the extreme right position, as shown, has caused oil to be sucked from the reservoir 355 through the valve 365, past the ball 310, through the port 361 into the interior of the cylinder 3|2, filling the cylinder. Upon reciprocation in the opposite direction, one which moves the cylinder head M3 to the left with the parts shown in the position in which they are indicated in Figure 18, oil is forced through the port 311, pushing downwardly the ball 3l8 through duct 324, into the aperture 325, into duct 360, into aperture 361, through duct 362, into the pipe 364. This 011 is not under high pressure because of the relatively large size of the piston head 3l3. This charge of oil is regulated to give a reduced downward movement to the roller 41 until it touches the roadway.

The enlarged section 3|4 of the piston rod 306 is a high pressure pump mechanism sucking oil through the one way valve 346 into the cylinder 3 l6. and ejecting it through the duct 339 past the ball 34! in the one way valve into the duct 362 and out into the pipe 364. It is to be realized that this high pressure pump will deliver oil at high pressure on movement of the handle 306 in the opposite direction. Thus, very high pressures can be generated in the pipe line 364. The high pressure charge is regulated in volume to give the necessary lift to the vehicle body after roller 41 is in contact with the ground.

This pipe line 364 communicates with a flexible coupling pipe 402 which has a fitting 403 at its end which is screw-threaded at 404 into the cylinder head 495 on a cylinder 406. The cylinder 406 is mounted on a suitable fitting 406' formed on the axle 2. Reciprocating within this cylinder 466 is a piston head 401 carried by a piston rod 406. Surrounding the piston rod 408 is a compression spring 409 whose upper end rests against the lower end of the piston head 401, and whose lower end rests against the bottom of the cylinder. The compression spring will return the piston head 401 to the up position discharging the oil back into reservoir when the operator desires. The spring 409 is assisted of course for at least part of the movement by the weight of the car.

To permit the oil to flow back out of the cylinder 466 and into the reservoir 355, the operator exerts pressure on the foot pedal 358. This pressure will cause the bell crank lever to push downwardly on the valve operating rod 331, which will push downward on the rod 326 and lower the conical valve 321 to permit ready flow of oil from the cylinder 406 under pressure of the spring 409 back past the conical valve 321 and into the reservoir 355.

The piston rod 403 extends outwardly through an aperture M I in the bottom of the cylinder construction and carries a ball race and caster construction 412 similar to that previously described in connection with Figure 6. The cylinder 406 may be made relatively short and screw-threaded, as indicated at 413, into the fitting 406 which forms a continuation of the cylinder. This is readily apparent from Figure 20.

In the first part of the operation for relieving the weight on at least one of the steering wheels, the hand lever 306 is reciprocated to pump oil into the cylinder 406 to push downwardly the piston 408 until the caster 41 engages the roadway. Reciprocation of the hand lever 306 in the opposite direction brings the high pressure pump into operation to give the actual lift. To lower the vehicle the foot pedal 359 is stepped upon by the operator which opens the valve 321 and the spring 409 aided by the Weight of the car returns the oil therein to the reservoir 355.

While I have shown and described the preferred embodiment of my invention, I wish it to be understood that I do not confine myself to the precise details of construction herein set forth, by way of illustration, as it is apparent that many changes and variations may be made therein, by those skilled in the art, without departing from the spirit of the invention, or exceeding the scope of the appended claims.

I claim:

1. In a device of the character described, a collapsible compression element adapted to engage the road comprising a lever pivoted on the front axle of the vehicle, a ground engaging leg pivoted to the lever, means to move the lever and leg relative to each other to bring the compression element into the uncollapsed condition and additional means to move said eiement downwardly only after it has reached its uncollapsed state to relieve the weight on at least one of the steering wheels of the vehicle.

2. In a device of the character described, a collapsible compression element adapted to engage the road, a lever pivoted on the front axle of the vehicle, a ground engaging leg pivoted to the lever, a hand lever, an operating rod, lost motion connections connecting the operating rod and said first-mentioned lever to the hand lever, said operating rod being connected to the leg.

3. In a device of the character described, a collapsible compression element adapted to en age the road comprising a lever pivoted on the front axle of the vehicle, a ground engaging leg pivoted to the lever, a hand lever, an operating rod, lost motion connections connecting the operating rod and said first-mentioned lever to the hand lever, said operating rod being connected to the leg, and spring means tensioning said compression element into the uncollapsed condition.

4. In a device of the character described, a collapsible compression element adapted to engage the road comprising a lever pivoted on the front axle of the vehicle, a ground engaging leg pivoted to the lever, means to move the lever and leg relative to each other to bring the compression element into the uncollapsed condition, means. to swing the uncollapsed element downwardly to relieve the weight at least in part on at least one of the steering wheels of the vehicle, and a caster attachment for the bottom of the compression element.

5. In a device of the character described, a collapsible compression element adapted to engage the road comprising a lever pivoted on the front axle of the vehicle, a ground engaging leg pivoted to the lever, a hand lever, an operating rod, lost motion connections connecting the operating rod and said first-mentioned lever to the hand lever, said operating rod being connected to the ground engaging leg, and a caster attachment for the bottom of the compression element.

JOHN L. BARR. 

